Fluid pressure brake



Dec. 2o, 1932.

s. G. DowN 11,891,669

FLUID PRESSURE BRAKE Filed Jan. 29, '1932 Fig. l

MIIIII A TTORNE Y.

Patented Dec.Y 20, 1932 f UNITED STATES PATENT .OFI-Ical f SIDNEY e.' DOWN, oEnDGEwooD, PENNSYLVANIA, AssIe'NoE rIfo THEwEsTINGHoVsE AIB. BRAKE COMPANY, or WILMEBDING, PENNSYLVANIA, A oo nPoEA'rIoN or PENNSYLVANIA FLUID PRESSURE BRAKE A Application med January 29, v1932.- 'seriai No. 589,639.

This invention` relates-to fluid pressure brakes, and .more particularly to a triple valve device for an automatic fluid pressure the cars of a railway train.

The triple valve device commonly embrake system, for controlling the brakes on ployed for controlling the brakes is of the re-` tarded release type, having va normal full release position and an' inner restricted release position. On cars at the head end of the train, where the increase in brake pipe pressure, in releasing the brakes, is rapid, the triple valve piston is irstmoved to the inner restricted release position, and then returns to the full release position upon substantial equalization of fluid pressures on the triple valve piston.

It is sometimes the case that the triple valve I piston and the mainslide valve are not moved back from the restricted release position to the full release position and when this occurs, there is danger that the piston will not be moved sufficiently to Vclose the usual feed groove when the brake pipe pressure is reduced to eiect a service application of the brakes, with the result that uid pressure flowing from the auxiliary reservoir through the feed groove willprevent the build up of a l suicient pressure diierential to ensure the movement ofthe triple pistonv to service application position.

The principal provide a triple valve device ofthe retarded release type, having means forensuring lthe movement of the triple valve parts to service application position when1 the brake pipe pressure is reduced to effect an application of the brakes. uAccording to my invention, the exhaust 40 cavity and other ports and passages of the main slide valve of the triple valve device are reduced inarea as much as possible and the seating area of the main slide valve is made as small asv practicable, for the purpose V15 of reducing they frictional resistance of the mainslide V valve to movement, so that the return movement of the triple piston from the inner "restricted release position to the full ,a release position will always be assured. With rthe'tri'ple valvev parts vmade so rebject of my invention isv to' sponsive to a slight moving force, however,I

the triple valve device will be'unstable and willbe liable to moveto-application position under slight variations or iuctuations in brake pipe pressure, when not intended, and

I therefore provide means for increasing the resistance ofthe main slide valve to move-v ment when the piston has moved to clos'etheV feed groove. Forthis purpose, a loading cavity is provided at the seat of the main slide valve, which cavity is connected to the at- Vmosphere through the"A graduating valve,

upon movement of the piston to close the feed groove. 1 Y

"In the accompanying drawing; Fig. 1 is a View of -a car brake equipment'including. a

triple valve device of the retarded release type shown in section, andvembodying my invention, the parts being shown in full `re.` lease position; Fig. 2 a fragmentary sectional view of the triple valve ldevice shown in Fig.

1, showing the parts in position with the I triple piston just closing 'the feed groove, Fig. 3 a View similar to Fig. 2, showing the parts in quick service positiongand Fig. t a view similar to Fig. 2, showing the parts in fullservice application position;

As shown in Fig.v 1, the car fluid pressure brake equipment comprises atriple valve device l, an auxiliary reservoir2, a brake cyl- Inder 3, and abrake pipe 4. The triple valve device 1 lcomprises a casing having a pistonV chamber 16, connected to the brakeV pipe t through passage S5 and containing piston 6.` Thevalve chamber V7 at the opposite side of the piston 6'is connected to the auxiliaryreservoir 2 and'contains a main slide valve 8 anda graduating slide-valve 9, adapted to be operated, throughf'a piston stem 10 by piston 6. if i The triplevalve casing also contains the usual quick action valve device comprising a piston 11 and `a vent Valveu12'adapted to be operated by piston 11 to vent fluid from the brake pipe, pastcheck valve 13, to the brake cylinder 3. i. Y

The triple valve device is -of they vretarded release type and istherefore provided with a retardedrelease stop member .14, the'inner movement of which is Vopposed by a spring 15.

ing area of the valve as small as possible,.and

by reducingthe areaof the usual exhaust cavity." and,` othefpassages in" the' valve'. Irim seat of' the" main slide valv'e'is provided a loading cavity 17 which is adapted to be con-V nected to the Vatmosphere through ports and' passages controlled by thegraduating slideV Vvalve 9, when the piston 6 is moved from release position to the position in which the feed groove is closed.

In operation, When the' brake pipe 4 isV charged With fluid under pressure in the usual manner, the triple piston 6 is moved to release position, in which the usual feed groove 18 is uncovered, permitting flow of fluid from the piston chamber 16 and the brake pipe to valve chamber 7 and the auxiliary reservoir 2.k

When a reduction in brake pipe pressure is made to effect a service application of the brakes, the piston 6 first moves totheposition shown in Fig. 2, in .which communication through the feed groove 18 is out off. Inv this movement. the graduating slide valve 9 is movedrelatively to the main valve 8, so that the usual service port 19 in the main slide valve 8 is uncovered and so that cavity 2O in the graduating valve 9 connects ports 2l and22 in the main slide valve 8, as shown in Fig. 2. .Ports 21 and 22 are the usual quick service ports through which fluid under pressure is vented from the brake ,pipe in effecting a service application of the brakes. According to my invention, these ports areutilized to'connect the loading cavity 17 with the atmosphere, in the feed groove closing position shownV in Fig.- 2, the port 2O communicating with cavity 17 and the port 21 with exhaust p ort 23. With the loading cavity 17 connected to the atmosphere inthe feed groove closing position, the resistance of the main slide valve 8 to lmovement is increased, so that themain slide valve will not be moved to service application position unless the brake pipe pressure :is reduced to a sufiicient degreeto overcome the addedresistance to movement, due to the action of the loading cavity 17.

When the brake pipe pressure is reduced suiiiciently to cause thepiston 6 to move the main slide valve 8, the ports 21 and 22 are movedout of registry Withthe cavity 17 and the exhaustport'23 respectively', so tliatfurther movementY of themain slideva-lve to service position is not opposed bythe added fpictional resistance due to the loading cavity l I j i The piston 6 is then shifted toj quiclrseivice position,- as shown -in Fig. 3, in which port 21l registers With a passage 24 leading to the check valve chamber 25, While port 22 regfluidE floWs'y aroundl the" piston tb-,hainber 28 which is open to the brak'ecylinder 3.

The usual Well known local venting of fluid from the brake pipe to the brake cylinder isthus produced, so as to cause quick serial action throughout: the train. t

In this position','the service port 19 partially registers With passage 29,' so that fluid4 under pressure issupplied from the valve chamber 7 and the auxiliary reservoir tothe brake cylinder, to effect a vser-vice application of the brakes.

YIn fullservice position, as shown-in Fig.y 4, n the service port 19 is in full registry with passage 29, movement from the quickl service` position shown in F ig. 3, to the full servicev position, shown in Fig. 4, being opposed by the usual spring, stop 30.

In releasingthe brakes, on cars at Athe head endofthe train, Where the increasein brake-I pipe pressure is rapid,the triple valve' pistons are moved to the inner release position,

in Whicliexhaust cavity 31 reg-isterswith brake cylinder passa-ge 129, lwhile restricted port 32',.leading from said exhaustcavity,

registers vwith exhaust port'23.Y Fluid is then released from th'e brake Ycylinder at are# stricted rate on carsat the head end of the train On cars at the rea-r of the train, the i, triple valve'pistons are moved only to the' full release position, in Vwhich the exhaust cavity 31 directly connects bra-ke cylinderl passage 29With exhaust port 23, so tha-t fluid is released fromthe brake cylinder on cars L at the rear end of the train at a more rapid rate.' v Y l It will now be seen that with my improvement, the moving parts-of' the triple valve device,particularly the 'main slide valve, are

sov constructedl as` to be more sensitive' to movement than-heretofore, so that inza retarded release triple valve device, they move-l ment of the partsfrom the inner restricted release position to the full release position is assured and consequently, When the' brake pipe pressure is reduced to effect an applica-V tion of the'brakes,lthe main slide valve being:-

alWays positioned in theouter full release position, it is only necessary to eifectthe movement of thetriple piston and'gracluatfV ing valve in orderA to close the feed groove,

kand Withthefeedlgroove closed,"the movementof the parts to service.applicationlposition, upon a-reduction. in brake'pipepressure iso is always assured. In the other hand, the in-v creased sensitiveness of the main slide valve to movement is prevented from permitting an undesired movement of the parts to service position under fluctuations in brake pipe pressure, by reason of the loading cavity 17, which is connected to the atmosphere, through a cavity in the graduating valve, when the piston is moved to close the feed groove, so as to then increase the resistance of the main slide valve to movement.

While one illustrative embodiment of the invention has been described in detail, it is not my intention to limit its scope to that embodiment or otherwise than by the terms of the appended claims.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is: i

1. In a fluid pressure brake, the combination with a brake pipe and auxiliary reservoir, of a triple valve device comprising a casing containing a piston subject to the opposing pressures of the auxiliary reservoir and brake pipe and having a feed groove controlled by said piston through which communication is established from the brake pipe to the auxiliary reservoir, and a main slide valve and a graduating valve operated by said piston upon a reduction in brake pipe pressure to effect an application of the brakes, a loading cavity at the seat of the main slide valve being connected to the atmosphere upon movement of the graduating valve by said piston.

2. In a luid pressure brake, the combination with a brake pipe and auxiliary reservoir, of a triple valve device comprising a casing containing a piston subject to the opposing pressures of the auxiliary reservoir and brake pipe and having a feed groove controlled by said piston through which communication is established from the brake pipe to the auxiliary reservoir, and a main slide valve and a graduating valve operated .by

said pistonv upon a reduction in brake plpe pressure to effect an application of the brakes, movement of the piston to close the feed from the brake pipe to eii'ect quick service vaction, said ports being utilized to connect a loading cavity at the seat of the main slide valve with the atmosphereupon movement ofthe graduating valve by said piston relative to the main valve. i

'loy

4. In a iuid pressure brake, the combinai Y tion with a brake pipe and auxiliary reservoir,

of a triple valve device having a piston subject f to the opposing pressures of the brake pipe and auxiliary reservoir, and having a feed pipe pressure to elect an application of the brakes, a loading cavity at the seat of the main slide valve being connected to the atmosphere upon movement ofthe piston to l move the graduating valve relative to the main valve to a position in which said feed groove is closed by said piston.

In testimony'whereof I have hereunto set my hand, this26th day of January, 1932.

Y SIDNEY Gr. DOWN.

groove operating the graduating valve to con- Y Y nect a loading cavity at the seat of the main slide valve with the atmosphere.

3. In a fluid pressure brake, the combination with a brake pipe and auxiliary; reservoir, of a triple valve device comprising a casing containing a piston subject to the opposing pressures of the auxiliary reservoir and brake pipe and having a feed groove controlled by said piston through which communication is established from the brake pipe to the auxiliary reservoir, and a main slide valve and a graduating valve operated by said piston upon a reduction in brake pipe pressure to eiect an application of the brakes,

the main valve and the graduating valve controlling ports through which fluid is vented j 

